Work vehicle having overridable automatic engine stop circuit

ABSTRACT

A work vehicle includes an engine, a PTO shaft driven by power from the engine, an operator&#39;s seat, an operator&#39;s presence sensor for detecting presence/absence of an operator at the operator&#39;s seat, and an automatic engine stop unit operable to automatically stop the engine in response to detection of the operator&#39;s absence at the operator&#39;s seat. The work vehicle includes a utility member for the vehicle selectively movable between a use position and a non-use position, a non-use state detecting sensor for detecting movement of the utility member to the non-use position, and an override unit operable to override the automatic engine stop function of the automatic engine stop unit, the override unit providing an override signal to the automatic engine stop unit in response to detection by the non-use state detecting sensor of the movement of the utility member to the non-use position.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional application of U.S. patent applicationSer. No. 10/397,056, filed Mar. 25, 2003 and entitled “Work VehicleHaving Overridable Automatic Engine Stop Circuit”, which claims thepriority to Japanese Patent Application No. 2002-229091, filed Aug. 6,2002.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a work vehicle having an engine, a PTOshaft driven by power from the engine, an operator's seat, an operator'spresence sensor for detecting presence/absence of an operator at theoperator's seat, and an automatic engine stop unit for automaticallystopping the engine in response to detection of absence of the operatorat the operator's seat.

2. Description of the Related Art

Conventionally, with a work vehicle such as a tractor, a mowing machine,etc., when an operator leaves the operator's seat, a traveling of thevehicle body or driving of an implement connected to the PTO outputshaft with the power from the engine is inhibited by the automaticengine stop unit operable to automatically stop the engine in responseto detection of absence of the operator at the operator's seat (theoperator's leaving the seat).

On the other hand, it is sometimes necessary for the work vehicle tocarry out a stationary work such as an irrigating work or a woodchopping work by driving a pump for irrigation or a wood chopperconnected to the PTO shaft with the power from the engine. For carryingout such stationary work not requiring traveling of the vehicle body, anoperator needs to remain seated at the operator's seat in order tomaintain the operator's presence sensor under its presence detectingstate. This has been inconvenient. Addressing to this inconvenience,there is known from e.g. Japanese Patent Application “Kokai” No.: Hei.01-155037 or U.S. Pat. No. 5,203,440, a system operable not to stop theengine under a certain predetermined transmission condition of thevehicle for allowing the engine to drive the PTO shaft under suchcondition. However, as such predetermined vehicle transmission conditionvaries according to the type of work to be effected, it has beendifficult to specify a particular vehicle transmission condition whichis relatively universally applicable to various situations.

SUMMARY OF THE INVENTION

A primary object of the present invention is to provide a techniquewhich allows a stationary work to be carried out conveniently withoutimpairing the automatic engine stop function provided for automaticallystopping the engine in response to detection of absence of theoperator's at the operator's seat.

For accomplishing the above-noted object, according to the presentinvention, in a work vehicle having an engine, a PTO shaft driven bypower from the engine, an operator's seat, an operator's presence sensorfor detecting presence/absence of an operator at the operator's seat,and an automatic engine stop unit operable to automatically stop theengine in response to detection of the operator's absence at theoperator's seat, the work vehicle comprises:

a utility member for the vehicle selectively movable between a useposition and a non-use position;

a non-use state detecting sensor for detecting movement of the utilitymember to the non-use position; and

an override unit operable to override the automatic engine stop functionof the automatic engine stop unit, the override unit providing anoverride signal to the automatic engine stop unit in response todetection by the non-use state detecting sensor of the movement of theutility member to the non-use position.

With the above-described construction, when no stationary work is to beeffected, by not moving the utility member to its non-use position, theengine may be automatically stopped in association with absence of theoperator at the operator's seat (i.e. the operator's leaving theoperator's seat). On the other hand, when a stationary work is to beeffected, by moving the utility member to its non-use position, theengine may be kept running in spite of the operator's absence at theoperator's seat, so that an implement for the stationary work connectedto the PTO shaft may be driven by the power from the engine.

That is to say, for effecting a stationary work which is uncommon incomparison with other operation modes of the vehicle such as travelingof the vehicle or a traveling work effected by an implement withtraveling of the vehicle, the relatively simple operation of moving theutility member to its non-use condition which is not ordinarily usedmakes the operator positively aware of such work being to be effectedand the inconvenience of keeping an operator remain seated at theoperator's seat may be avoided as well. In addition, by not effectingthis operation for enabling a stationary work, it is possible to avoidsuch inconvenience which might otherwise occur in the absence of theoperator (i.e. the un-manned condition of the vehicle) as the vehiclebeing caused to run inadvertently by the power of the engine or theimplement connected to the PTO shaft being driven by the engine power.

According to one preferred embodiment of the present invention, saidutility member is provided in the vicinity of the operator's seat andthe utility member, at its non-use position, prevents the operator frombeing seated at the operator's seat. With this construction, theoperator is allowed to be seated at the operator's seat when the utilitymember is not moved to the non-use position and is prevented from beingseated there when the utility member is moved to the non-use position.Hence, the operation of moving the utility member to the non-useposition gives the operator clear awareness that a stationary work is tobe initiated with the operator's being away from the seat, rather than amore ordinary vehicle traveling or traveling work which are effectedwith the operator being seated at the operator's seat.

According to another preferred embodiment of the present invention, saidutility member comprises an armrest provided at the operator's seat andthe armrest is pivotable to a reversed backward position as said non-useposition thereof. With this construction, with the relatively simpleoperation for moving the armrest from the normal forward position to thereversed backward position as its non-use position, there is realizedthe switchover in condition of the vehicle from the vehicle traveling ortraveling work to the condition enabling the stationary work. Further,this utility member provides the function as an armrest. In particular,if the position reversing switchover of the armrest between the normalposition (use position) and the non-use position involves distinct twosteps of pulling up the armrest and then pushing down the armrest, itbecomes possible to effectively restrict occurrence of unconsciousrealization of the condition enabling the stationary work due to anaccidental or erroneous operation (by an accidental contact or the like)of the armrest from the use (normal) position to the non-use position.

According to still another preferred embodiment of the presentinvention, said utility member comprises the operator's seat, theoperator's seat being pivotable to a position inclined by apredetermined angle as said non-use position thereof, and a retainermember is provided for retaining the operator's seat at said non-useposition. With this construction, with the relatively simple operationfor moving the operator's seat from its normal (use) position to thenon-use position inclined by a predetermined angle, there is realizedthe switchover in condition of the vehicle from the vehicle traveling ortraveling work to the condition enabling the stationary work and alsothe operator is prevented from being seated at the operator's seat.Further, with the simple operations of releasing the retention of theoperator's seat by the retainer member and then moving the seat from thenon-use position to the normal position, there is realized the reverseswitchover in the condition of the vehicle from the condition for thestationary work to the normal traveling or traveling work and theoperator is allowed to be seated. Further, since the switchover to thenon-use position of the operator's seat involves two distinct operationsof pivoting the operator's seat and then retaining the seat by theretainer member, it becomes possible to effectively restrict occurrenceof unconscious realization of the condition enabling the stationary workdue to an accidental or erroneous operation (by an accidental contact orthe like) of the operator's seat from the use (normal) position to thenon-use position.

According to still another preferred embodiment of the presentinvention, said utility member comprises the operator's seat, theoperator's seat being movable into a turned-over position as saidnon-use condition thereof. With this construction, with the relativelysimple operation for moving the operator's seat from its normal (use)position to the non-use position, there is realized the switchover incondition of the vehicle from the vehicle traveling or traveling work tothe condition enabling the stationary work, and the operator isprevented from being seated at the operator's seat. And, with therelatively simple operation for moving the operator's seat from thenon-use position to the normal (use) position, there is realized thereverse switchover in the condition of the vehicle from the conditionenabling the stationary work to the vehicle traveling or traveling workcondition. Further, since this non-use position is the turned-overposition of the operator's seat, it becomes possible to effectivelyrestrict occurrence of unconscious realization of the condition enablingthe stationary work due to an accidental or erroneous operation (by anaccidental contact or the like) of the operator's seat from the use(normal) position to the non-use position. Furthermore, even if suchinconvenience should occur, the operator may easily recognize this.Hence, it becomes possible to restrict even more effectively occurrenceof unconscious realization of the condition enabling a stationary work.

According to still another preferred embodiment of the presentinvention, said utility member comprises the operator's seat and theoperator's seat is slidable in the fore-and-aft direction to a positionnear a steering wheel of the vehicle, as said non-use position thereof.In this case, with the simple operation of moving the operator's seatfrom its normal position distant from the steering wheel to the non-useposition near the steering wheel, there is realized the switchover incondition of the vehicle from the vehicle traveling or traveling work tothe condition enabling the stationary work and also the operator isprevented from being seated at the operator's seat. Further, with thesimple reverse operation for moving the operator's seat from the non-useposition to the normal position, there is realized the reverseswitchover in the condition of the vehicle from the condition enablingthe stationary work to the normal traveling or traveling work and theoperator is allowed to be seated. Moreover, needless to say, themechanism allowing these back and forth sliding adjustment movements ofthe operator's seat inherently includes a lock mechanism for locking theoperator's seat at its normal (use) position. With this, it becomespossible to effectively restrict occurrence of unconscious realizationof the condition enabling the stationary work due to an accidental orerroneous operation (by an accidental contact or the like) of theoperator's seat from the use (normal) position to the non-use position.Namely, with simple and minor modification of the standard constructionof the operator's seat, it is possible to make the operator's seatslidable in the fore-and-aft direction to the non-use position near thesteering wheel. Accordingly, while effectively restricting occurrence ofunconscious realization of the condition enabling the stationary workdue to an accidental or erroneous operation (by an accidental contact orthe like) of the operator's seat from the use (normal) position to thenon-use position, the condition enabling a stationary work may be easilyrealized without the inconvenience of keeping an operator or someoneelse remain seated at the operator's seat.

According to still another preferred embodiment of the presentinvention, said utility member comprises a seat back of the operator'sseat and the seat back is pivotable to a laid-over position as saidnon-use position. In this case, with the simple operation of moving theseat back from its normal erect position to the non-use laid-overposition, there is realized the switchover in condition of the vehiclefrom the vehicle traveling or traveling work to the condition enablingthe stationary work and also the operator is prevented from being seatedat the operator's seat. Conversely, with the simple operation forerecting the seat back from its non-use position to its use (normal)position, there is realized the reverse switchover in the condition ofthe vehicle from the condition for the stationary work to the normaltraveling or traveling work and the operator is allowed to be seated.

According to still another preferred embodiment of the presentinvention, said utility member comprises a seat cushion of theoperator's seat and the seat cushion is pivotable to an erect positionas said non-use position. In this case, with the simple operation ofmoving the seat cushion from its normal laid-over position to thenon-use erect position, there is realized the switchover in condition ofthe vehicle from the vehicle traveling or traveling work to thecondition enabling the stationary work and also the operator isprevented from being seated at the operator's seat.

According to a still another preferred embodiment of the presentinvention, said utility member comprises the steering wheel and thesteering wheel is movable to a position near the operator's seat as saidnon-use position In this case, with the simple operation of downwardlymoving the steering wheel from its normal (use) position distant fromthe operator's seat to its non-use position near the operator's seat,there is realized the switchover in condition of the vehicle from thevehicle traveling or traveling work to the condition enabling thestationary work and the operator is prevented from being seated at theoperator's seat as well. Conversely, with the simple operation ofupwardly moving the steering wheel from the non-use position to thenormal (use) position, there is realized the reverse switchover in thecondition of the vehicle from the the condition enabling the stationarywork to the normal traveling or traveling work and the operator isallowed to be seated.

In case the utility member comprises the operator's seat, the operator'spresence sensor can act also as the non-use state detecting sensor.

According to still another preferred embodiment of the presentinvention, if it is detected that the vehicle is traveling when thenon-use state detecting sensor detects the movement of the utilitymember to the non-use position, the automatic engine stop unit forciblystops the engine in spite of the presence of the override signal. Withthis construction, if the vehicle is rendered erroneously into thetraveling condition due to e.g. an erroneous operation on a change-speedcontroller while the stationary work is enabled by setting the utilitymember at its non-use position, the engine is stopped automatically toprevent the vehicle body from traveling. Accordingly, this constructioncan prevent occurrence of inadvertent vehicle run while the stationarywork is made possible.

Further and other features and advantages of the invention will becomeapparent from the following detailed description of preferredembodiments thereof with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an overall side view showing a tractor as an example of a workvehicle relating to the present invention,

FIG. 2 is a schematic diagram of a transmission system,

FIG. 3 is a side view showing principal portions of a constructionincluding an operator's seat,

FIG. 4 is a side view showing principal portions illustrating acondition when an operator's presence sensor detects absence of theoperator (the operator's leaving the seat),

FIG. 5 is a side view showing principal portions illustrating acondition when an operator's presence sensor does not detect absence ofthe operator,

FIG. 6 is an electric circuit diagram showing constructions of anautomatic engine stop circuit and an automatic engine stop overridecircuit,

FIG. 7 is an electric circuit diagram showing a further embodiment inwhich a dedicated non-use state detecting sensor is provided,

FIG. 8 is a side view showing principal portions of a further embodimentin which the utility member comprises an armrest,

FIG. 9 is a side view showing principal portions of a further embodimentin which a forwardly inclined position of an operator's seat is used asthe non-use position,

FIG. 10 is a side view showing principal portions of a furtherembodiment in which a position of the operator's seat near a steeringwheel is used as the non-use position,

FIG. 11 is a side view showing principal portions of a furtherembodiment in which the utility member comprises a seat back,

FIG. 12 is a side view showing principal portions of a furtherembodiment in which the utility member comprises a seat cushion,

FIG. 13 is a side view showing principal portions of a furtherembodiment in which the utility member comprises a steering wheel, and

FIG. 14 is a side view showing principal portions of a furtherembodiment in which a backward reversed position of the operator's seatis used as the non-use position.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 is an overall side view of a tractor as an example of a workvehicle. FIG. 2 shows a transmission system of this tractor. With thistractor 1, power from an engine 1 mounted at the front portion of thetractor can be transmitted via a traveling transmission line 2 to a pairof right and left front wheels 3 and a pair of right and left rearwheels 4. Further, the engine power can be transmitted also via a PTOtransmission line 5 to a rear PTO shaft 6 and to an intermediate PTOshaft 7.

The traveling transmission line 2 includes, as major components thereof,a traveling clutch 8 for transmitting or non-transmitting the power fromthe engine 1, a main change-speed unit 9 for changing the powertransmitted via the traveling clutch 8 into four speeds, aforward/reverse switchover unit 10 for selectively providing a conditionfor allowing the power after its change-speed operation by the mainchange-speed device 9 to be transmitted as a forward traveling power anda further condition for allowing this power to be transmitted as areverse traveling power, an auxiliary change-speed unit 11 for changingthe power after its switchover by the forward/reverse switchover unit 10into two speeds of high and low, a fine change-speed unit 12 forswitching over the power after its change-speed operation by theauxiliary change-speed unit 10 between a reduced state and a non-reducedstate, and a front-wheel clutch 13 for transmitting or non-transmittingthe power from the fine change-speed unit 13 to the right and left frontwheels 3.

The PTO transmission line 5 includes, as major components thereof, a PTOclutch 14 for transmitting or non-transmitting the power from the engine1, and an auxiliary PTO clutch 15 for transmitting or non-transmittingthe power to the intermediate PTO shaft 7, thereby to selectivelyrealize a work mode in which the rear PTO shaft 6 alone is driven and afurther work mode in which both the rear PTO shaft 6 and theintermediate PTO shaft 7 are driven.

As shown in FIG. 1, this tractor mounts, at the rear portion thereof, anoperator's station 16 and a link mechanism 17 for connecting animplement, with the link mechanism 17 being driven to be lifted up anddown. At the operator's station 16, there are provided such componentsas a steering wheel 18 operably linked with the right and left frontwheels 1 and an operator's seat 19 as a utility member A disposedbetween the right and left rear wheels 2. And, rearwardly of theoperator's seat 19, there is provided erect a ROPS (roll over protectionsystem) frame 20.

As shown in FIGS. 3 through 5, the operator's seat 19 includes, e.g. aseat cushion 19A supported on a seat support 23 via a suspensionmechanism 21 and an fore-and-aft adjustment mechanism 22 and a seat back19C connected to the rear end of the seat cushion 19A to be pivotable ina fore and aft direction about a support shaft 19B oriented along theright-and-left direction. The front end of the seat cushion 19A isconnected via a hinge 24 to the suspension mechanism 21, so that theseat cushion is pivotable about the support shaft 19B oriented along theright-and-left direction. The suspension mechanism 21 includes a spring25 for urging the operator's seat 19 to be pivoted upwardly from aseated position to a non-seated position in response to the operator'sleaving the operator's seat 19 and an operator's presence sensor 26 fordetecting presence and absence of the operator at the operator's seat 19in association with the action of the spring 25.

The operator's presence sensor 26 comprises a two-contact switch havinga presence-detecting area (a) for detecting displacement of theoperator's seat 19 to the seated position, an absence-detecting area (b)for detecting displacement of the operator's seat 19 to the non-seatedposition, and also a non-use state detecting area (c) for detecting aturnover of the operator's seat 19 into a non-use position which is notnormally used. And, a detecting element 26A therefore is pivotally urgedupwards from the presence-detecting area (a) toward the non-use statedetecting area (c). That is to say, this operator's presence sensor 26is used also as a “non-use state detecting sensor” 27 for detectingmovement of the operator's seat 19 to its non-use condition. This isadvantageous for simplicity and cost reduction of the construction, incomparison with a case where a dedicated non-use state detecting sensoris provided for sole purpose of the detection of movement of theoperator's seat 19 to the non-use position.

A reference mark 19D shown in FIG. 3 denotes a manipulator for releasinga lock mechanism provided in the operator's seat 19 in order to allowfixed retention of the seat back 19C under a desired posture.

As shown in FIG. 6, in addition to the operator's presence sensor 26described above, this tractor also includes a traveling sensor 28 fordetecting whether the forward/reverse switchover unit 10 is under itsneutral state or not, a first PTO sensor 29 for detecting the PTO clutch14 is at its disengaged state or not, and a second PTO sensor 30 fordetecting whether the auxiliary PTO clutch 15 is at its disengaged stateor not. The operator's presence sensor 26 is operable to shorts an ONposition of a key switch 31 to a sensor relay 32 when the operator'spresence is detected, and to short the ON position of the key switch 31to the second PTO sensor 30 when the non-use state is detected, andfurther operable to release these shorts when the operator's absence isdetected.

The traveling sensor 28 comprises an ON/OFF switch operable to short thefirst PTO sensor 29 and the second PTO sensor 30 to the sensor relay 32and short the ON position of the key switch 31 to the first PTO sensor29 when the neutral state of the forward/reverse switchover unit 10 isdetected, and operable also to release these shorts when the neutralstate of the forward/reverse switchover unit 10 is not detected. Thefirst PTO sensor 29 comprises an ON/OFF switch operable to short the ONposition of the key switch 31 to the traveling sensor 28 and shorts thetraveling sensor 28 to a starter relay 33 when the disengaged state ofthe PTO clutch 14 is detected and operable also to release these shortswhen the engaged state of the PTO clutch 14 is detected. The second PTOsensor 30 comprises an ON/OFF switch operable to short the operator'spresence sensor 26 to the traveling sensor 28 when the disengaged stateof the auxiliary PTO clutch 15 is detected and operable also to releasethis short when the engaged state of the auxiliary PTO clutch 15 isdetected.

The sensor relay 32 is operable, under its excited state, to short theON position of the key switch 31 to an engine stop relay 34 and anengine stop solenoid 35 and operable, under its non-excited state, torelease these shorts. The starter relay 33 is operable, under itsexcited state, to short the start position of the starter switch 31 tothe starter 36 and operable also, under its non-excited state, torelease this short. The engine stop solenoid 35 is operable, under itsnon-energized state, to allow fuel supply to the engine 1 and operablealso under its non-energized state, to prevent fuel supply to the engine1. The starter 36, when energized, starts the engine 1.

That is to say, this tractor includes an engine start preventing circuit38 operable to allow start of the engine 1 by allowing power supply froma battery 37 to the engine stop solenoid 35 and the starter 36 inresponse to an operation of the key switch 31 when the neutral state ofthe forward/reverse switchover unit 10 and the disengaged state of thePTO clutch 14 are realized, the automatic engine stop circuit 39 actingas an automatic engine stop unit operable to automatically stop theengine 1 by preventing the power supply from the battery 37 to theengine stop solenoid 35 in association of detection of the operator'sabsence by the operator's presence sensor 26 during the traveling of thevehicle or when the rear PTO shaft 6 or the intermediate PTO shaft 7 isdriven, and an override circuit 40 acting as an override unit operableto prevent the automatic engine stop function of the automatic enginestop circuit 39 in association with an operator's operation for turningover the operator's seat 19 into its non-use condition when the operatorleaves the operator's seat 19, by allowing the power supply from thebattery 37 to the engine stop solenoid 35.

With the above-described construction, when a stationary work such as anirrigating work or a wood chopping work is to be carried out, with therelatively simple operation of just turning over the operator's seat 19into the non-use position, the engine 1 may be operated in spite of theoperator's leaving (absence from) the operator's seat 19, without theinconvenience of keeping the operator or someone else remain seated atthe operator's seat 19, so that the rear PTO shaft 6 can be driven bythe power from the engine 1. As a result, an un-manned stationary worksuch as the irrigating work or wood chopping work is made possible byconnecting, to this rear PTO shaft 6, such implements for stationaryworks as irrigating pump or the wood chopper, etc. (not shown).Thereafter, when traveling of the vehicle or a traveling work, i.e. workwith traveling of the vehicle, becomes necessary, then, with arelatively simple reverse operation of returning the operator's seat 19to the normal use position, i.e. either the non-seated position orseated position, the engine 1 will be automatically stopped. As aresult, it is possible to prevent such inconvenience of the vehiclegetting started with the power from the engine 1 or the unillustratedimplement connected to the rear PTO shaft 6 or to the intermediate PTOshaft 7 being activated with the engine power, under the un-mannedcondition when the operator is away from the operator's seat 19.

Further, the operation for enabling the stationary work is the operationnot normally effected during the traveling of the vehicle of thetraveling work, i.e. the operation for turning over the operator's seat19 into the non-use position which is not normally used. Hence, this cangive the operator positive awareness that a stationary work is to beinitiated. Also, an erroneous operation due to accidental contact by theoperator or the like may be avoided. Therefore, it has become possibleto effectively restrict occurrence of unconscious realization of thecondition enabling a stationary work.

Moreover, since the operator's presence sensor 26 has thepresence-detecting area (a), the absence-detecting area (b) and thenon-use state detecting area (c). Hence, regardless of presence of acertain amount of assembly error, this sensor will still be capable ofreliably detecting the operator's seating to the operator's seat 19 orleaving the seat 19 as well as the movement of the operator's seat 19 tothe non-use position thereof. Also, this construction is effective forpreventing inadvertent automatic stop of the engine 1 by activation ofthe automatic engine stop circuit 39, due to slight displacement of theoperator's seat 19 which may occur due to a bouncing of the vehicle bodyduring its traveling or traveling work or the operator's changinghis/her seated position on the operator's seat 19. In these ways, thisconstruction is advantageous for assembly and maneuverability of thevehicle as well.

Furthermore, when the forward or reverse drive state of theforward/reverse switchover unit 10 or the engaged state of the auxiliaryPTO clutch 15 is realized during the stationary work, the overridecircuit 40 is operable to prevent the power supply from the battery 37to the engine stop solenoid 35, thereby to stop the engine 1automatically. As a result, such inconveniences as inadvertent run orstart of the vehicle due to an erroneous operation on theforward/reverse switchover unit 10 or the auxiliary PTO clutch 17 duringthe stationary work with the rear PTO shaft 6 being driven or theinadvertent activation of the implement such as an unillustrated mowerconnected to the intermediate PTO shaft 7 with driving of thisintermediate PTO shaft 7 may be avoided advantageously.

Other Embodiments

Next, other embodiments of the invention will be described.

(1) The work vehicle may be a passenger driven mowing machine or a riceplanting machine, etc.

(2) FIG. 7 shows a construction of a further embodiment. In this case,the operator's presence sensor 26 comprises an ON/OFF switch operable toshort the ON position of the key switch 31 to a stop delay circuit 41when the operator's presence is detected and operable also to releasethis short when the operator's absence (leaving the seat) is detected.Also, a dedicated non-use state detecting sensor 27 is provided fordetecting the movement of the operator's seat 19 to its non-use positionand this sensor 27 is operable to short the ON position of the keyswitch 31 to the second PTO sensor 30 when the non-use state of the seat19 at its non-use position is detected and operable also to release thisshort when the non-use state is not detected. With these, there areprovided the automatic engine stop circuit 39 acting as the automaticengine stop unit for automatically stopping the engine 1 by preventingthe power supply from the battery 37 to the engine stop solenoid 35 inresponse to detection of the operator's leaving the operator's seat 26and the override circuit 40 for preventing this automatic engine stopfunction of the automatic engine stop circuit 39 when the neutral stateof the forward/reverse switchover unit 10 and the disengaged state ofthe auxiliary PTO clutch 15 realized, in response to the operator'sleaving the operator's seat 19, by allowing the power supply from thebattery 37 to the engine stop solenoid 35 in response to the operator'soperation of turning over the operator's eat 19 when leaving this seat19.

In the case of this construction, thanks to the stop delay circuit 41,it becomes possible to avoid the inconvenience of inadvertent stop ofthe engine 1 by the activation of the automatic engine stop circuit 39based on detection of short absence (e.g. for 5 seconds) of the operatorby the operator's presence sensor 26, due to bouncing of the vehiclebody during traveling or traveling work or the operator's changinghis/her seated position on the operator's seat 19.

(3) FIG. 8 shows a construction of a still further construction. In thiscase, the utility member A comprises one or both of armrests 19Edisposed on the right and left sides of the operator's seat 19. And,this or each armrest 19E is pivotable into a backward reversed positionas its non-use position. And, the non-use state detecting sensor 27 isoperable to detect movement of the armrest 19E to this non-use position.And, in response to detection of the non-use by the non-use statedetecting sensor 27, the automatic engine stop function of the automaticengine stop unit 39 in response to the operator's leaving the operator'sseat 19 is prevented.

Alternatively, though not shown, it is also possible to render thearmrest 19E pivotable in the right and left direction into a non-useposition in front of the seat back 19C for preventing the operator frombeing seated at the operator's seat 19. And, the non-use state detectingsensor 27 is operable to detect movement of the armrest 19E to thisnon-use position. And, in response to detection of the non-use by thenon-use state detecting sensor 27, the automatic engine stop function ofthe automatic engine stop unit 39 in response to the operator's leavingthe operator's seat 19 is prevented.

(4) FIG. 9 shows a construction of a still another embodiment. In thiscase, the non-use position comprises a position of the operator' seat 19forwardly inclined by a predetermined angle. And, a retainer member 42is provided for retaining the operator' seat 19 at this positioninclined by the predetermined angle, thereby to prevent the operatorfrom being seated at the operator's eat 19. And, the non-use statedetecting sensor 27 is operable to detect movement of the operator'sseat 19 to this non-use position. And, in response to detection of thenon-use by the non-use state detecting sensor 27, the automatic enginestop function of the automatic engine stop unit 39 in response to theoperator's leaving the operator's seat 19 is prevented.

(5) FIG. 10 shows a construction of a still another embodiment. In thiscase, the fore-and-aft adjusting mechanism 22 allows movement of theoperator's seat 19 closer to the steering wheel 18. Then, this positionof the operator's seat 19 near the steering wheel 18 is used as thenon-use position to be detected by the non-use detecting sensor 27. And,in response to detection of the non-use state by the non-use statedetecting sensor 27, the automatic engine stop function of the automaticengine stop unit 39 in response to the operator's leaving the operator'sseat 19 is prevented.

(6) FIG. 11 shows a construction of a still further embodiment. In thisembodiment, the utility member A comprises the seat back 19C of theoperator's seat 19. And, the non-use position comprises a position ofthe seat back 19C forwardly inclined to prevent the operator from beingseated at the operator's seat 19. This non-use position is detected bythe non-use detecting sensor 27. And, in response to detection of thenon-use by the non-use state detecting sensor 27, the automatic enginestop function of the automatic engine stop unit 39 in response to theoperator's leaving the operator's seat 19 is prevented.

(7) FIG. 12 shows a construction of a still further embodiment. In thisembodiment, the utility member A comprises the seat cushion 19A of theoperator's seat 19. The seat cushion 19A is pivotable (erected) up anddown. And, the non-use position comprises a position of the seat cushion19A erected to prevent the operator from being seated at the operator'sseat 19. This non-use position is detected by the non-use detectingsensor 27. And, in response to detection of the non-use by the non-usestate detecting sensor 27, the automatic engine stop function of theautomatic engine stop unit 39 in response to the operator's leaving theoperator's seat 19 is prevented.

(8) FIG. 13 shows a construction of a still further embodiment. In thisembodiment, the utility member A comprises the steering wheel 18. And,the steering wheel 18 is adapted to be vertically displaceable. And, aposition of this steering wheel 18 closer to the operator's seat 18 isused as the non-use position to be detected by the non-use detectingsensor 27. And, in response to detection of the non-use by the non-usestate detecting sensor 27, the automatic engine stop function of theautomatic engine stop unit 39 in response to the operator's leaving theoperator's seat 19 is prevented.

(9) FIG. 14 shows a construction of a still further embodiment. In thisembodiment, the operator's seat 19 is adapted to be swivellable. And,backward reversed position of the operator's seat is used as the non-useposition to be detected by the non-use detecting sensor 27. And, inresponse to detection of the non-use by the non-use state detectingsensor 27, the automatic engine stop function of the automatic enginestop unit 39 in response to the operator's leaving the operator's seat19 is prevented.

(10) The override circuit 40 may be adapted for automatically overridingthe automatic engine stop function of of the automatic engine stop unit39 in response to the operator's leaving the operator's seat 19,regardless of the operated position of the auxiliary PTO clutch 15.

In these manners, the invention may be embodied in any other manner asdescribed above. Further changes or modifications will be apparent forthose skilled in the art from the foregoing disclosure within the scopeof the invention defined in the appended claims.

1. A work vehicle having an engine, a transmission, a PTO shaft drivenby power from the engine, an operator's seat and an automatic enginestop unit operable to automatically stop the engine in response tooperator's absence at the operator's seat, the work vehicle comprising:a traveling sensor for detecting a neutral position of the transmission;a utility member selectively movable between a use position wherein theutility member is capable of performing a first function and a non-useposition wherein the utility member is substantially not capable ofperforming the first function; a non-use state detecting sensor,provided in addition and separately from the traveling sensor, fordetecting the non-use position of the utility memeber; and an overrideunit operable to override the automatic engine stop function of theautomatic engine stop unit, in response to detection by the non-usestate detecting sensor of the non-use position of the utility member. 2.The work vehicle according to claim 1, wherein said utility member isprovided in the vicinity of the operator's seat and the utility member,at its non-use position, prevents the operator from being seated at theoperator's seat.
 3. The work vehicle according to claim 1, wherein saidutility member comprises an armrest provided at the operator's seatwherein the first function is to support an arm of the operator andwherein the armrest is pivotable to a reversed backward position as saidnon-use position thereof.
 4. The work vehicle according to claim 1,wherein said utility member comprises the operator's seat wherein thefirst function is to support the operator at a position suitable fordriving the work vehicle, and wherein the operator's seat beingpivotable to a position inclined by a predetermined angle as saidnon-use position thereof, and a retainer member is provided forretaining the operator's seat at said non-use position.
 5. The workvehicle according to claim 1, wherein said utility member comprises theoperator's seat wherein the first function is to support the operator ata position suitable for driving the work vehicle, and wherein theoperator's seat is slidable in the fore-and-aft direction to a positionnear a steering wheel of the vehicle, as said non-use position thereof.6. The work vehicle according to claim 1, wherein said utility membercomprises a seat back of the operator's seat wherein the first functionis to support the operator's back, and wherein the seat back ispivotable to a laid-over position as said non-use position.
 7. The workvehicle according to claim 1, wherein said utility member comprises aseat cushion of the operator's seat wherein the first function is tosupport the operator, and wherein the seat cushion is pivotable to anerect position as said non-use position.
 8. The work vehicle accordingto claim 1, wherein said utility member comprises the steering wheelwherein the first function is to allow the operator to steer the workvehicle at a position suitable for driving the work vehicle, and whereinthe steering wheel is movable to a position near the operator's seat assaid non-use position.
 9. The work vehicle according to claim 4, whereinthe non-use state detecting sensor is also adapted to detect presence orabsence of the operator at the operator's seat.
 10. The work vehicleaccording to claim 1, wherein said utility member comprises theoperator's seat wherein the first function is to support the operator ata position suitable for driving the work vehicle, and wherein theoperator's seat is pivotable to a position where the seat faces awayfrom the steering wheel as the non-use position.
 11. A work vehiclehaving an engine, a transmission, a PTO shaft driven by power from theengine, an operator's seat, an operator's presence sensor for detectingpresence/absence of an operator at the operator's seat and an automaticengine stop unit operable to automatically stop the engine in responseto detection of the operator's absence at the operator's seat, the workvehicle comprising: a traveling sensor for detecting a neutral positionof the transmission; a utility member selectively movable between a useposition wherein the utility member is capable of performing a firstfunction and a non-use position wherein the utility member issubstantially not capable of performing the first function; a non-usestate detecting sensor, provided in addition to and separate from theoperator's presence sensor and the traveling sensor, for detecting thenon-use position of the utility memeber; and an override unit operableto override the automatic engine stop function of the automatic enginestop unit, in response to detection by the non-use state detectingsensor of the non-use position of the utility member.